Railway steam-motor car.



T. H. CURTIS.

RAILWAY STEAM MOTOR CAR APPLIGATIDN FILED nu. 2s, 1908.

Patented May 4, 1909.

15 SHEETS-SHEET r11/.9A HORA E rs,

T, H. CURTIS.

RAILWAY STEAM MoToR GAR.

Il TNESSES:

APPLIGATQN FILED APILZQ, 1908.

Patented May 4, 1909.

INHEN TOR iena/ore /7/ f2/ni BY Wam Mak T. E. CURTIS.

RAILWAY STEAM MOTOR GAR.

APPLIUATON FILED APB-.29.190H. 920, 1 1 4; Patented May 4, 1909.

T. H. CURTIS.

RAILWAY STEAM MOTGB. CAR.

APPLIGATION rum) Armas. 1908.

INVENTOR- 77/ecc/ore /7f (far/ff# 15 SHEETS-SHEET 4.

Patented May 4, 1909.

WITNESSES.

T. H. UURTS.

RAILWAY STEAM MOTOR GAR,

14. APPLICATION ULEB APR.29.1908. May 4 15 SBEETS-SHEBT 5.

.cJ .M m6 m# m e w wm //'s ATTORNEYS T. H. CURTISv RALWAY STEAM M'IRUAR.

a'PL'afeAfu-N 1112213 am 2m was4 Patenten' May 4, 1909.

15 SHBETSA-SHBET 6,

INVENmR en/are C/Hs /9/'5 ArmRNEYs T. H. CURTIS.

RMLWAY STEAM Mo'rfm OAR.

PLIGATUN FILED APRl 29 1908, 920, 1 14. Patented May 4, 1909.

15 SHEETS-SHEET 7.

IN1/EN TGR T. H, CURTIS.

RAILWAY STEAM MOTOR UAR.

APYLIQATUN fum www, 190e.

Patented May 4, ILQQ Wl TNESSES.'

T. H. CURTIS. RAILWAY STEAM MOTOR GAR. Armmurmlr. FILED Armas. lana.

RYQQAQQQ@ @@@QQQQQ @@@QQQQQQ Wl TNESSES:

T. H. URTIS. RAELWAY STEAM MOTOR UAR. APPLIGATXDN FILED APEZQ. .V3081920, 1 1 4. Patented May 4, 1909.

15 EHHETBSHBET 10.

.,f, w C T, .me .l ..0 d C E ffm QmmwN T. H. CURTIS.

RAILWAY STEAM MOTR UAR.

APPLIUATIUN ULEB Amma. 190s.

920, 1 14. Patented May 4, mam.

15 SHEETS-SHEET INVENTOR WITNESS ES:

/6/5 A T10 we ys' T. H. CURTIS.

RAILWAY STEAM MOTOR UAR.

APPLIcA'qmN FILED APR. 29. 190s.

15 SEEET3-SHEET 13.

f (JMW @C en/ore /z Cuff/s @my um@ //'s A mms vs Patented May 4, 1909.

T. H. CURTIS.

RAILWAY STEAM MOTR CAR.

APPLICATON FILED APR.29,1908.

Patented May 4, 1909.

15 SHEETS-SHEET 14.

WJ' TNESSES.' NVENTOR Qymda. Zaan/ore @rif/5 Y TMAQ Affe A rToRNEvs T.H. CURTIS.

RAILWAY STEAM MOTR CAR.

APPLxoATmN FILED Armas, lema PaLGIltGd May 4, 1909 15 SHEETS-SHBM 15.

I N VE N mi? ,viendo/'e ff Ur//s Jbbwdmf, 76h11,

'FREDDO RE Il, CURTIS, OF LOUISVILLE, KENTUCKY.

RAILWAY STE IAM-MOTOR GAR.

Speccationof LettersiPatent.

Patented May 4, 1909.

Application led April 29, 1908.- Berial No. 430,002.

To all 'whom it may concern:

lle it known that I, litntmonn H. CUn'rIs, a citizen of the UnitedStates, residing in Louisville, in the county of Jefferson and State ofKentucky, `ha ve invented a new and useful Improvement in Railway Steam-Motor Cars, of which the following is a specification.

My invention relates. to railway. motor cars. Hereto'fore for suburbanandV interurban passengerservice, two well known systems or means oftransportation have generally been used; the one consisting of the 0rdinary railway train, comprising a locomotive, its tender and a number of'passen er coaches, and the other the ordinary trol ey or electric motorcars. Both of these old systems of passenger transportation, however,are open to serious objections and af-` ford under most conditions ofpassenger traffic' a very inadequate and imperfect service, -and fai inman respects to tneet public requirements. An in many cases, theconditions of assen er traflic are such that neither of tiese odsystemscan be practically or profitably employed at all.

The ordinary suburbanV passen er train com )osed of a locomotive, itsten er and a num er of passengerjcoaches coupled together, considered asa single transportation. unit., is expensive to manufacture andmaintain,requires three or more skilled men to run it, a conductor, en neer,fireman and brakeman, is incapable o stopping o'r start ing` quickly onvaccount of its great inertia, and consequently must make either slowtime or inrequent stops or both, and the vexpense incidentto theemployment of a separate locomotive and tender, en 'neer and fireman aresuch that it is'unpro table or im racticable unless nite a `number ofwell lled passenger eoac es. are carried on each train. VTheseconditions necessarily reuire it to be runv at infrequentintervals(lexeept during rush hours at large cities Where the passenger trafficis very 'heavy,) thusv rendering vthe service very imperfect,

vinconvenient and unsatisfactory to the ublfic.. ",lheprdinary trolleyor electric motor car, Whileat possesses many advantag over the 'steamlocomotive railway ,train as a means of sriairbaii4 and interni-banpassenger trans-- portation,..ksuch for example as that it can over theordinary rai a line of railroad are sufiiciently large' an be. stoppedand'started quickly', and thus can make frequent stops and comparativelyquick time, and that it' required only two men to run it, a conductorand inotorman, and can cgmsequently be intervals, still, a though forthese and other reasons, 1t afcrdsa much superior service under manyconditions of passenger tratti to the railway train, it nevertheless isopen' to other objections which very greatly circumscribe and limit'vitspractical and proftf able'use, such vas thne limited extent of line that4can be eeonomicall operated from-a single power plant, and its greatinitial cost, in partdue to the. necessity for an ex pensive powerslant, trolley and transmission wiringl an track bonding and foraseparate .and distinct right of way.y The expense incident to procuring.a separate' right of way is often alone' so great asto make the use o fthe .electric motor car absolutely rohibitive; and in fact it can onlvbe pro tably used where the assenger trallic is comparatively heavy.votwith-` standing the great expense of the trolley or electric motorcarsystem, its advantages way suburban train are nevertheless such, andits service so superior, thatwhere the towns or cities. aloh closetogether, the railroad has been profit ablyparalleled by an electric carline, in

many instances. I

" The object of my invention isto provide a railway steam motor car ofasimple, effi'- cient, durable and practical construction,

which will require but two persons for its operation, which maybehandled `or operated by the ordinary trainrnen of a railroad which mayberun upon its right of way and thus obviate the necessity and expense ofa separate right of way, which may be prolitably run at frequentintervals like the ordi nary electric motor car, even where the passeuger traffic is light, which may make quick time, high speed andfrequent stops, in which the locomotive engine and its boiler mayquickly and `conveniently removed for overhauliuql or repair. in whichthe seating orlion ofi-the car will be free from )ar or v1 ra tion (lneto the engine, which may use the .ordinary coal counnonly employed uponrailwaylocomotives for fuel, which will have .a free. quick steaming orhigh duty construe tion of boiler without intcrferingwith the necessaryseating or carylng capacity of the. ear; in which the large driversessential for ractically run at frequent 60 surface, and at the sametime be s ort or of size and high capacity necessary for e ectivcoperation without interfering with the other' parts, in which theoperative arts of the cri 'ne Will be on the outside o the driversanllocomotive truck side frame and readily accessible for lubrication,inspection and repair, which will be double ended or capable of beingrun in either dircctiomand in which the seating or passenger portion ofthe car will` be properly separated and insulated from the boiler orheating portion thereof.

"In other words, the object of my invention is to provide a railwaysteam motor car whichwill have all the advantages of the trolley orelectric motor car without any of its drawbacks or disadvantages and wich will at the same time possess the advantages of the ordinary steamlocomotive railway train without anyof its disadvanta es.

To practically accomplish this o ject or result, and herein my inventionconsists, I have devised and combined to ther a locomotive car body andVlocomotive truck engine and boiler, specially constructed, a apted andarranged for mutual coperation A with each other, and by their jointaction to successfully produce the unitary result which* is.the objectof the invention.

To adapt the body of the vehicle, which, for convenience I term alocomotive-carbody for effective cooperation with the other partswithout interference with their necessary functions or its own in thecombination as a whole, I construct it without center sills orintermediate longitudinal sills, but,with strong, deep side sil sextending from end to end and with ay raised floor portion for receivinga h` h duty boiler having the necessary wide, eep fire box, and foraccommodation under it, of the large, drivers, necessary for thelocomotive truck in order to se-` cure speed, and provide said body witha depressed floor at the remaining portion thereof for receiving thepassenger seats and for convenient ingress and egress of passengersthereto. And to adapt the necessary quicksteaining high duty boiler foreffective co ration with the other ,parts without inter ering with theirnecessary functions or its own, IA provide it withprimary'and secondaflue chambers and with primary and seconv ary [lues and with a wide deepfire box having ample grate'area so that the boiler may have thenecessary lar e heating such vlimited length as not to interfere withthe seating or passenger carryin capacity of the car as a whole. Andsaid igli duty boiler I firmly but removably secure in ythe locomotivecar body so that it ma be bodily removed therefrom for overhaii ing orrcpairs, the locomotive car body being pri'.- vided 'with n removableroof section over ,the boiler to enable this to be done. To adapt thelocomotive truck and engine for effective coperation with the otherparts without interfering with their necessary functions or its own, Iconstruct it with the large drivers necessary for high s ced and witismall front wheels and Wit a low truck frame, the small front Wheelsbeing under tlie deep fire box portion of the boiler und the largedrivers being at the rear there of so that the small ortion of theboiler comes over the large rivers and the large or wide dee tive truck,the engine having lar e c linders and all its operative parts outside te locomotive truck wheels and side frames, so as to be readilyaccessible for lubrication, inspection or repairs, and so that thenecessar large, high ca acity engine cylinders wi l not be cranipe orinterfered with by the locomotive truck frame or boiler fire box.

To enable the boiler on the locomotive car body and the engine on thelocomotive truck to practically cooperate with each other, and the bodyand truck at thesanie time to have the necessary center-plate orswiveling connection with each other as required for passing aroundcurves and practical operation, I provide the steam conduits or pipeseX- tending from the boiler to -the eiigine with a pluralit 'of flexibleor ball and socket joints so t at the trpck and body may moye in alldirections without breaking, cramping or straining the steam pipes orloosenin y their joints. And tofurther accomplish this function, Iprovide said steam conduits or pipes with a manifold member or connectmgcasting which extends up throu h the center plates of the locomotivetruc and locomotivc-car-body, said center plates being enlaiged toreceive said connecting member or casting. And to limit as far aspossible the play and wear between the ball and socket. members of theseflexible joints in the steam pipes or conduits, I locate all the same asnear to the center plates as practicable.

To enable a separate tender to be dispensed with, and my railway steammotor car to be practically operated Vby two men, a conductor and anengineer, withouta separate fireman, I provide the locomotive rar bodywith a coal or ljucl bunker at one side of the boiler extending to lliefront end of said body, and furnish the saine with a forwardly inclinedbot-tom, anrLarrange the `fire door Aat the.

gine, throttle lever, brake lever and otherl manipulating appliances. Toenable the refire box portion of the boiler comes over t e smallerwheels of the locomo- "sin verso or controlling lever of the engine tobe practically moiintcfl ripon libe locomotive cnr body and thus be freefrom all oscillatory or vibratory movements of the locomotive truck andengine as required for safety .find certainty of operation, :ind at thesame time eimblc the reverse or controlling valve on the engine toreceive positivo :nid ce-rtiiin movement from Said reverse orcontrolling lever on the locmxmtii'e cor body, l provide the connectingmechanism brlwcen the reverse lever :ind the engine valve with si toggleor two-way connection iind locntc the sonic noni' the center plates. y

My invention further consists in ii riiilwziy stoiiiii. iiiotoiwciircomprising iii coiiil'iiiiii-tion.

:i locomotive trnck having large driving' wheels :and sinn-ll` front wiet-,ls sind :i low truck or engineA frame; :i trailer truck; :ilocomotive cui' body having :i swivel or cenv ter plate connection withciich truck :ind deep cimtiniioiis side sills :ind without conter sills,provided at. one end with a raised-floor boiler-portion for receiving :ihigh diity locomotive boiler and for accommodation under itotsaidlocoiii-otie truck, und furnished with a depreseed floor portion forreceiving the pesaengcr Heats :nid for convenient in guess and egress offnissenirers thereto; :i short, large, quick steaming, igh duty boilerhaving a wide'fleep fire box :ind amp e griite area removably secured to4said locomotive ca r body at. the raised Hoor portion thereof with itsFirebox end or portion over the small wheels of the locomotive triiclcont] its other or small end over the liiirge drivers of seid locomotivetruck;L a high capacity large cyl inder locomotive engine rigidlymounted upon the locomotive truck outsider ofl said wheels and sideframe; steam conduits or Pipes, extening bet-Ween. the boiler on theocomotive cor body and the engine on the locomotive truckV and having aconnecting member or casting extending up 'through the con-ter plates ofsaid locomotive trncl und loconioti\ec:irbody, and ii plurality offlexible ball and socket connections in said steam pipes or conduitsiii-ranged adjacent to seid center plates.

My invention further consists in the novel construction of ports sinddevices and iii the novel combinations and sub-combinations of parte middevices herein shown :ind dcscribed.

In the drawing forming il part of this l specification, Figure l is nside elevation of n. railway steam motor cnr embodying my g invent-ion.

Fig. Q is Yii diagrammatic plan View partly in horizontal section. Fig.3 is i ii diagrammatic interior elevation partly in central verticallongitudinal section. Fig. Fig. 42 is a detail section on line 4t2-42 oft isn detail plan View of the roof trame. j

tial horizontal section showing in plan the :is-songer or seat- 8 is adetail frame construction :it the in, -portion of the cnr. `i v. si eelevation of the cui' boiiiy iframe at the possex-iger or seatingportion. Fig. 9 is ii detail section on lino 9.-!) of Fi 7. Fig. l() isa partial horizontal section s. owing the tronic. construction iit theengine or boiler' end of the cnr. Fig. 11 is :i detail section on liiicl1--11 of Fig. 10. Fig l2 is n detail elevntion showing the cnr bodyframe construction at the engine or boiler end thereof. Fig. 13 is imenlarged partial vertical sertion on lino 13-l3 of Fig. l. Fie'. 14 isan enlarged piii'tiiilverticil section onli ne 14-14 of Fig. 3. Fig. 15is :in enlarged detiiil liorixontiil Section on liiic i5l5 of Fig. 14. i

Fig. IG is n detail section onY linc Nin-16 of Fig. 1?. gFig. 'I7 is odetail plain View of the n'iiter tank. Fig. 18 is :in eiihirgcd detailsection on line 18-18 of Fig. 17. Fig. 19 is :i detail elevation ai'tlvin vertical section of the water tan Fi 20 is a detail section on line20-20 of Fig. t7 and Fig. 2l isi a detail section on line Z1-2l of Fig.t9. Fig. 22 is a detail diiigrnninmtic elevation of the boiler andengine. Fig. 23 is n detail plan View of thc reverse lever mechanism ofthe engine. Fi 24 is :i detail end elevation of the iler and enginepartly in section on line 24-24 of Fig. 2Q. Fig. 25 is sidiagramnioticplan View of the locomotive boiler end of the car.

Fig. 26 is a detail centi-al -verticalllongitu-flina Section through theboiler, Online .Gflt of Fig. 27. Fig. 27is an end elevation of i theboiler partly in section oii line 27-27 of Fig. 2G. i feed water heateron lino 28-28 of Fig. 25.

Fig. 28 is :i detail section ot' the Fig. 2H is a detail cross `sectionofthc feed water heater on line Ztl-29 of Fig. 2B. Fi 30 is n detailplan view showing the boi'y bolstcr for the front. ciid of the ciu'.Fig. f ll vis o detail 0nd viewof some. Fig. :l2 is zi dctnil Section online itil-452 of Fig. 30. Fig. 33 is o detail vertical cross section onlim` fll--I-l of Fig. llt). Fig. 34 is n detail p liiii View of .thelocomotive ti'iick freine. Fig. 35 is n dotiiil Side'clcviiton of saine.Fig. 5l6`is a detail section on line 3tt-6 ot' Fig. 34,v showingccrtiiin partis in elevation. Fig. 37 is a detail section on linefW-Siot' Fig. 3G. Fig. 38 is ii detail elevation nirtly in vertice-lsection on line 38-38 of lig. 3 4 showin the spring oqiiiilizei's. Fig.39 is o detoilzplnn of the locomotive truck traine spring equalizer.Fig. t() is ii dotiiil\plziii view of thix locomotive` cnr body und lioomotive-triick-friime plates. F igzjtl is o detail vertical section onliiie4I-t`l`of Fig. 40.

manifold .steam joint connection. Fig. 44

{.is ai detail plan vien' ofsame. Fig.t45 is a "Win17 is a. pm i detailelevation partly in `Section on line Ji-*Jlfi of Fig. 43. Fig. 46 is ndetail elcvetion of one of the flexible or ball and socket jointconnections. Fig. 47 is a detail section of same. Fi 48 is a detail planof another of the fiexi le or ball and socket connections. Fig. 49 is adetail section of e steam joint connection piece es used at the Steamchest connection end Fig. 50 is a detail section of a steam jointconnecting piece.

In the drawin A represents my new -1o- Vcomotive car bo y, having e highor raised i'loor portion Al at its front end over the locomotive truck,and a low or depressed floor portion A2 for the remainder of its lengthat the seating or carryingr ortion thereof; B is the locomotive trucksaving large drive wheels B1 et its rear end, and smaller wheels B2 atits front end and a low truck .or engine frame BB; C is the trailertruck; D, u short, large, high dut Steam gnerating boiler having a. Widedlbep fire i x'D1 at its front end over the small #heels of thelocomotive truck and removably and firmly secured to the locomotive cerbody; E the wia-ter tank secured beneath the low or depressed portion ofthe locomotive car body; F e high capacit engine mounted upon thelocomotive truc outside' the side frames thereof, so that all parts willbe readily accessible for inspection, lubrication or repair',` and Grare universal or ball and socket eon'nec tions in the steam pipes whichextend between the boiler on the locomotive car body and the engine onthe locomotive truck; each and all of these principal elements of myinvention are especially ada ted, constructed and designed for mutuacoperaton with each other, end to enable the structure as a whole topractically arid efficiently accomplish the unitary object or resultherey inabove set forth.

Sii

sills.

To adapt the locomotive car body for practical and eiicient cooperationwith 'the steam generetine boiler removably mounted thereon and wit ithe locomotive engine on the locomotive truck, and to keep the iioor lowat the seating portion A1 for convenient access of passengers, und tohave the saine properly raised to ndmit the use of large ocomolivedriving wheels, and to provide room for a wide deep fire box, all of`which Aare essentiel for successful operation, end at the sume timegive to said locomotive-carliody the requisite strength for sustainingthe steam generating boiler and the passenger or other loud of the car.I construct the locomotive-car-body with strongr deep side sills A",preferably each composed of a peir of channel beums o placed buck toback, mul Without any center sills or other inter mediate Alongitudinalsills between seid side And at the raised or high floor portion A', thefloor n consists of steel plates Ie Z shape.

secured to cross beams a2 reeling upon the upper edges or flanges of thechannel beams a of the side sills A", While at the depressed. orseating,r portion of the body A, the Hoor plates a are secured on top ofcross beams a2 which fit against the lower edges or flanges a of saidchannel beams a. ln this wey the locomotive cer body is provided withdeep, strong continuous side sills eirF tending continuously throughboth the locomotive section of the body vend the passen ger or seatingsection thereof, while. et the Sametime the iloor between the twosections is stepped to an extent equaling the vertical depth of the sidesills and the depth of the cross beams.

At the passenger or seating section of the body A, the steel floorplates al are furnished with a cork or other elastic lining a4. The upriht Walls of the cer body are made doule and consist ofouter steel platesals und en inner lining of wood a secured to steel -bar studs oruprights a", preferably of At the boiler end of the body A, no innerlining is employed. The roof framework referably consists of lon'tudinal side endl:l end plates e a1,.preferiiy ly of steel Z bar.sections and metallic rafters a, preferably of steel T sections, allsecurely riveted together.

The roof is composed of outer steel top plates a" and intermediate orcornice plates al, having curved members a and upright ii'ieinbers al,and an inner lining member a, preferably of wood, the4 outer steelplates und inner linin being separated b longitudinnlly'exten ing woodiillerbloc s an.

The seating or essenger portion of the locomotive car bo y A is providedwith a `smoking compartment A* seperated by partition A, and with one ormore toilet rooms A. The locomotive ear body A is also furnished with nbaggage compartment AT, between' 'the locomotive boiler section Al andthe seating or passenger section A2 thereof, Iwhich iilso serves es uheat insulating means between the boiler section and the passengersection of the car. Thelocomotive car body A is further provided at itsextreme end with a vestibule A, separated from the seat section A? bysin upright igrtition A, furnished with floors A1". T e vestibulesection A is furnished with steps A and doors A. The upper step plete ais e heavy steel plate extendin across the body of the cnr at the stepsection thereof where the side sills Aa are cut away to make room forthe steps, and this heavy steel step plate serves as a frame plate orreinforcement for the framework of the cer body A.-

The sit-cl channels a aecomprising the side sills A have continuouscurved end elitensions or members Azw coiistitutinor the end sills ofthe locomotive cer body. Xt the steps A" where the end sills Ai' are cutits `greatly reinforce, strengthen and away to accommodate the steps, acombined step und frame plate A, preferably a steel plate about one halfinch in thickness and extendin the width of 'the body A and trom thecross cam in front of the steps to the rear end of the body A Serves inconnection with the steel plate al which takes the place of floor platesa, to bridge the out away portion of the side sills and to afford astrong and effect-ive continuation of the framework, Oiving support tothe vestibule end A oftie body i.

The locomotive car body A is provided at its Iboiler section A1 with aremovable roof section A, removably secured b bolts rz to the main roofsection and to t e upright walls of the body A aty the boiler sectionthereof, so that the steam generating boiler l) may be bodily lifted outof the locomotive ear hotly b means .of a suitable crane for purposes ot overhauliiig or repairs when required. The removable roof section A ofthe body A is preferably of theA same construction the remainder of theroof, both as to its Walls and framework, and only dift'ers in beingremovably secured in place by the bolts` or other removable fasteningdevices el". The vestibule portion A8 of the locmuotive car bod B 1sfurnished with tral'is'versely ext/enduw seat a2" so that the vestibulemay be utilized to increase the seat-ino' capacity of my railway steammotor car. he seats a2 in the seat section A? of 4the locomotive carbody A are supported at cue and upon the upper flange a of the in-` nerchannels a of the side sills A, and at the outer ends upon seat edestalsa" secured to base strips a, pre erably of wood, which are attached tothesteel door plates a.

The steel floor plates al are referably about one quarter inch thickanti, the steel wall plates fr and steell roof lates a:12 a arepreferably of substantialy the same thickness, so that th`e steelloor,Wall and root plates, being all securely riveted toand up rights or.studs (c7 themselves serve in a measure as a rams Work for mylocomotive-car-body, and very stitlen the 'trame members proper thereof.

y The locomotive 'truck B haslarge driving wheels B2 referably about 50inches in dia meter, and) ab labout 40vinches in diameterI I. 4 'whichlit wit unr or between thevside sills ,of

the locovmotive carb'ody'. as will be readily understood from'F gs 1 3:and 24, and it has a low frame B3 which tits under .the cross beams n?that4 extend across the car and fit alim-e the side sills A3 at thelocomotive section A1 of said trugi frame B2," reerably consists ofapalr of -cast stee| side, frames b. having'- and roof members or rafterso", these floor, Wall and roof 'lates small fronti wheels B, preferf A.The locomotive pedestal b1 to receive the journal boxes b of the axleso3 and connected together by steel tie-plates 0*, tie bolt bf', andtruck bolster b furnished with center plates bl. Thelocomotive truckframe is furnished with coiled springs b and leaf springs b [iminterposed between the journal boxes and the truck frame, and withsuitable hangers for said sprin rs bl' b'i, L, b, o and equalizer barsb. liach ot' the c ualizer bars b" is preferably made integra with orrigidly secured to the front journal box b2 at the rear side thereof sothat the equalizer bars will not be ou top of the journal boxes ornecessitate a high truck over the front box or interfere with the use ofa deep fire box for the steam generating boiler.

The tra-iler truck C may be of any ordinary, desired or approved railwaypassenger ca r construction. Itcomprises two pairs of car wheels C1,axles C2, journal boxes Ca, truck side frames Ct, truuk bolsters C",truck center p ate CG which coii erate with the of the locomotivecatbody A.

The high duty steam generating boiler D,

in order to adapt it'for effective cooperation with the other parts of,my railway steam motor car, and for use within the limited spaceavailable for it in the locomotive car body A without interfering withthe seating or passenger' carrying portion of the car, and for use ofthe ordinary coal employed by steam railways as a fuel, and at the sametime enable it to have the requisite heating surface, Grate area andtire box ca acity, is furnisher with primary 4and secondary fluechambers at o-V posite ends of the boiler, and with a Wide, een fire boxat the front end over the smaller wheels of the locomotive truck. nTheboiler D com rises a main boiler shell D17, which forms tleexterior ofthe boiler, two steam domes D2 D3, a primary flue chamber D4, asecondary flue chamber D, primary fines D, secondary lues Dt and firebox D1". ille steam domes D2 Ds have a conduit or connection D extendingbetween them.

` -The tireA box Dl is located within the boiler shell and furnishedwith a liredoor Dz located conveniently to theengineers floor oroperating section A1 ofthe focomotive car bod n The primary fines D leedfrom the re liox D1 to the rimary flue chamber D4. The secondary ues D7lead from the. primary flue chamber D to the seronday flue chamber IY'.The primary liuc chamber D* is covered at its out-er end by a )riinaryflue chamber cover D, and this chamber is arranvfed with a spark hole Sfor the purpose of discharging any sparks or dirt that may accumulate inthe primary flue chamber. The primary flue chamber is also provided witha poke hole D for the. purpose of furnishing a place to in'se'rt a

